Parallel hybrid-electric aircraft engine

ABSTRACT

A parallel hybrid-electric aircraft engine that provides power for takeoff and climb by combining the output power of an electric motor with that an internal combustion engine and then converting the electric motor to a generator once the additional power of the electric motor is no longer needed.

RELATED APPLICATIONS

The present application is a continuation-in-part application of U.S.provisional patent application, Ser. No. 62/375,171, filed Aug. 15,2016, for PARALLEL HYBRID-ELECTRIC AIRCRAFT ENGINE, by Marinus BernardBosma, included by reference herein and for which benefit of thepriority date is hereby claimed.

FIELD OF THE INVENTION

The present invention relates to hybrid power plants and, moreparticularly, to a parallel hybrid-electric powerplant aircraft engine.

BACKGROUND OF THE INVENTION

Aircraft go through phases of flight, commonly, takeoff, climb, cruise,descent and landing. For the takeoff and climb portion of the flight theaircraft engine is required to generate enough horsepower to accelerateand lift the aircraft to altitude. The physics of the problem is thatpower is needed to accelerate the mass of the aircraft and then oncefree from the runway additional power is needed to lift the aircraftagainst the force of gravity. Once at a given altitude and no longerclimbing or accelerating the engine need only overcome the drag on theaircraft. This disproportionate power requirement means the aircraftneeds to have a large powerplant that can perform the functions ofaccelerate and climb but then reduce power to that required to maintainlevel flight.

The amount of power delivered by the typical engine is proportional toits weight. Therefore, an engine capable of getting an aircraft to it'scruise altitude would be heavier than an engine used to maintain levelflight. The additional weight of the powerful engine, then must becarried by the aircraft even though it's not yielding power from theadditional weight.

An engine that can be both lightweight and powerful would allow this.

Serial Hybrid-Electric Aircraft engines which are a generator to providepower via wires to an electric motor turning a propeller.

Serial Hybrid-Electric Aircraft engines can fail if the generator failsand battery power is lost. Serial Hybrid-Electric Aircraft engines canfail if the circuit between the generator and the propeller motorbreaks. Serial Hybrid-Electric Aircraft engines can fail if the motorfails. Serial Hybrid-Electric Aircraft engines can fail if the engine onthe generator fails would be advantageous to provide an aircraftpowerplant that can accelerate an aircraft to takeoff speed.

It would also be advantageous to provide an aircraft powerplant that canprovide excess horsepower for climb.

It would further be advantageous to provide aircraft powerplant thatthrottle back to that power necessary for cruise flight.

It would further be advantageous to provide aircraft powerplant that hasgood fuel economy by operating at maximum efficiency power settings.

It would further be advantageous to provide aircraft powerplant thatuses two different sources of power as a backup if one or the otherfails.

SUMMARY OF THE INVENTION

In accordance with the present invention, there is provided a parallelhybrid-electric aircraft engine that provides power for takeoff andclimb by combining the output power of an electric motor with that aninternal combustion engine and then converting the electric motor to agenerator once the additional power of the electric motor is no longerneeded.

BRIEF DESCRIPTION OF THE DRAWINGS

A complete understanding of the present invention may be obtained byreference to the accompanying drawings, when considered in conjunctionwith the subsequent, detailed description, in which:

FIG. 1 is a front perspective view of a parallel hybrid-electricaircraft engine;

FIG. 2 is a lower perspective view of a parallel hybrid-electricaircraft engine;

FIG. 3 is a left view of a parallel hybrid-electric aircraft engine;

FIG. 4 is a front view of a parallel hybrid-electric aircraft engine;

FIG. 5 is a top view of a parallel hybrid-electric aircraft engine; and

FIG. 6 is a bottom view of a parallel hybrid-electric aircraft engine.

For purposes of clarity and brevity, like elements and components willbear the same designations and numbering throughout the Figures.

DESCRIPTION OF THE PREFERRED EMBODIMENT

FIG. 1 is a perspective view of a hybrid-electric aircraft engineconsisting of an internal combustion engine 10, sprag clutch 30,flexible belt 40, electric motor 50 and propeller 20. FIG. 2 is a lowerperspective view of parallel hybrid electric engine showing the internalcombustion engine 10, sprag clutch 30, flexible belt 40, electric motor50 and propeller 20. FIG. 3 is a left side view of a parallelhybrid-electric aircraft engine showing an internal combustion engine10, flexible belt 40, electric motor 50 and propeller 20. FIG. 4 is afront view of a parallel hybrid-electric aircraft engine showing aninternal combustion engine 10, sprag clutch 30, flexible belt 40,electric motor 50, engine output shaft 60 and propeller 20. FIG. 5 is atop view of a parallel hybrid-electric aircraft engine showing aninternal combustion engine 10, flexible belt 40, electric motor 50 andpropeller 20. FIG. 6 is a bottom view of a parallel hybrid-electricaircraft engine showing an internal combustion engine 10, flexible belt40, electric motor 50 and propeller 20.

Since other modifications and changes varied to fit particular operatingrequirements and environments will be apparent to those skilled in theart, the invention is not considered limited to the example chosen forpurposes of disclosure, and covers all changes and modifications whichdo not constitute departures from the true spirit and scope of thisinvention.

Having thus described the invention, what is desired to be protected byLetters Patent is presented in the subsequently appended claims.

What is claimed is:
 1. A method for takeoff and climb in an aircraftcomprising: powering a first mechanical-rotary shaft using a firstinternal combustion engine; powering a first electrical-rotary shaftusing electrical power stored in any one of an electricity storagedevice and via connection to the first mechanical-rotary shaft;connecting a sprag clutch around the mechanical-rotary shaft andconnecting a belt from the sprag clutch to the first electrical-rotaryshaft; applying to the takeoff and climb at least a portion of a thrustgenerated by the first mechanical-rotor; selectively applying to atleast the takeoff and climb, as well as cruise altitude, in parallelwith the first mechanical rotary shaft, at least a portion of a thrustgenerated by the first electrical-rotary shaft by selectively engagingand disengaging the sprag clutch with the mechanical-rotary shaft. 2.The method of claim 1, wherein generation of electrical power using thefirst internal combustion engine is accomplished via the connection andthe electrical power generated is stored in a battery.
 3. The method ofclaim 2, wherein the electrical power generated is used to poweraccessories in an aircraft.
 4. The method of claim 1, comprising afurther step of removing power from either the first mechanical-rotaryshaft or the first electrical-rotary shaft via the sprag clutch,enabling only power from the first electrical-rotary shaft to be engagedduring cruise altitude.